Control apparatus for transmissions and brakes of automobiles



, C. B. AND L. F. DAY AND J. F. BAKER.

CONTROL APPARATUS FOR TRANSMISSIONS AND BRAKES OF AUTOMOBILES.

APPLICATION FILED DEC- 18. 1920.

1,389,8 1 6 I PatentedSept. 6, 1921,

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CONTROL APPARATUS FOR TRANSMISSIONS AND BRAKES 0F AUTOMOBILES.1,389,816.

APPLICATION FILED DEC- IB, I920- Patented Sept. 6, 1921.

4 SHEETS-SHEET 2.

C. B. AND L. F. DAY AND J. F. BAKER.

OBILES.

CONT ROL APPARATUS FOR TRANSMISSIONS AND BRAKES 0F AUTOM 1,389,816.

APPLICATION FILED DEC. I8. 1920.

Patented Sept. 6, 1921.

4 SHEETS-SHEET 3- C. B. AND L. F. DAY AND J. F. BAKER 1,389,816.Patentedsept. 6, 1921.

., 4 SHEETS-SHEET 4. T 2 50 :11:

- CONTROL APPA I? /o r 9 J k Rwl w I 3, 1 1i [/7 3:4 l zJ f 3 Ill ucitizens of the United States, residin OFFICE.

CHARLES 3. DAY, LuTEEE E'DAY, AND JESSE roRREsT BAKER, or LAIE'LAR,COLORADO.

CONTROL APPARATUS TRANSMISSIONS AND BRAKES OE AUTOMOBILES.

Application filed December 18, 1920. Serial No. 431,719.

To all whom it may concern Be it known that we, CHARLES B. DAY, LUTHERF. DAY, and JEssE FORREST BAKER, at Lamar, in the county of Prowers andtate of Colorado, have invented certaln new and usefullmprovements inControl Apparatus ratus for the transmission and brakes of' automobilemay be accomplishedthrough,

, of'the transmission are locked against'm0ve-,'

sion control of the type -above set forth 5.0 the "transmission are.shifted by the suction created in the intake manifold of the engine forthe Transmissions and Brakes of Automobiles, of which the following is aspecification, reference being had to the accompanying drawings.

This invention relates to control appaautomobiles.

.An important-object of the invention is to provide means wherebytheshifting of the brakes and transmission gearing of an the medium ofthe suction created in the intake manifold of the engine duringtheoperation of the same.

A further object of the invention is to provide in the intake manifoldof an engine a plurality of throttle valves-in order that the suctioncreated in the manifold may be directed selectively to either thetransmission or brakes as desired. 7 ,A still further object of theinventionis to provide in combination with a trans mission means wherebythe operating shafts ment when the clutch is engaged and are releasedfor movement upon disengagement of" the clutch, said release being madesiibsequently to the disengagement g of the c utch. Y

a A still further object of the invention is to provide'in combinationwith the transmission and clutch of an automobile means f for lockingthe operating shafts of the-trans-.

mission against movement when the clutch is in engaged position, whichmeans like,

wise serves to' return the gears of the transmission to the neutralpositionupon a further movement of the clutch pedal subsequently to therelease of the clutch. f

I A still further object of the inveiition is to provide in combinationwith .a transmismeans .whereby" the controlling shafts of during itsoperation.

A still further object is to provide an improved selective control forsuctionoperated controls for transmissions.

Speciflifiation of Letters Patent.

Patented Sept. 6, 1921.

the course of the following description:

In the accompanying drawings, wherein for the purpose of illustration isshown a preferred embodiment of our invention and wherein like referencecharacters designate like parts throughout 2 Figure l is a diagrammaticview of an automobile chassis and drive embodying our invention; i I

Fig. 2 is a side elevation showing the brake control and the arrangementof throttle valves in the intake manifold of the enof the 3 is a planview, partly in sectionp selective mechanism employed for directing thesuction to various points in i the transmission controlling apparatus;

Fig. 4 is a section taken on the line 47-4 of Fig. 3; Fig. 5 is ,a'sectional view, partially in ele- 'va tion and partially. diagrammatic,showing the suction operated shifting mechanism for the transmissioncontrol shafts;

Figs. 6 to 12, inclusive, are sectional'views illustrating the operationand construction of the means for locking the transmission controlshafts in adjusted position and for" returning the same to neutralposition, and

Fig. 13 is a fragmentary detail view showing'the connection of theclutch pedal link with the control shaft of the locking mechanism.

Referring now more particularly to the drawings, the numeral 10indicates the body frame of anautomobile provided with the usualsupporting and steering wheels 11 and supporting and driving wheels 12;Upon t e} frame forwardly is mounted the usual engine 13 from the crankshaft of which is driven 'a clutch organization 14 embodying ashaft'clutch element-15 adapted when moved in one direction throughmedium of the clutch pedal 16 to' connect the crankshaft of the engineand the drive shaftof the vehicle,as indicated at 17. This drive shaftas is usual extends within a transmission casing 18 embodying the usualshiftable gearing (not shown) operated through medium of shifting rods19 and 19. By shifting these rods the shaft 17" may bef-operably'connected-with the propeller shaft 20 aha desired ratio, as is usual.

The rear ends of the rods 19 are slidablydirected through a casing 21.Each of the rods 19 and 19 is adapted to be moved to-three distincttral, forward and rear. ithinthe casing the rods 19 and'19 are providedwith opposed notches 22 and 22 which are alined when the rods 19 and 19are in the neutral position. Slidably mounted with guides 23 formedwithin the casing 21 is the locking member 24 which is' of a lengthgreater'than the distance intermediate the rods and slightly less thanthe distance intermediate the rodsplus the depth .of one of the notches22 or 22. The notches 22 and 22 have their sides beveled so that if oneof the rods 19 or 19 is shifted longitudinally, the member 24 is movedover into engagement with the notch of the other rod and preventsmovement thereof from the neutral position, as shown in F ig. 10. Itwill thus be seen that, it is impossible with our mechanism tosimultaneously engage .two sets of gearing.

The rods 19 and 19 within the casing 21 each embody a substantially,vertically disposed rectangular yoke, as indicated at 25 I and 25*. Ashaft 26 extends transversely of the casing 21 and is slidably androtatably mounted in the walls thereof, the shaft being held normally inone position with regard to longitudinal movement through medium of aspring 27 disposed exteriorly of the casing and surrounding the shaft26. Within the casing a pin 28.1imits the movement of the shaft 26 underthe influence of the spring 27 On the casing wall of the casing 21 ad-'j acent the shaft 26 is mounted a cam 29 with which the pin 28 engageswhen the shaft 26 is rotated.

The outer end of the shaft 26 is provided with-an arm 30'bearing at itsfree end a pin 31, which pin is slidably directed through a slot 32formed in the rear end of a link 33.

The forward end of the link 33 is connected to an arm 34-formed on theclutch control shaft 35 which is operated by the clutch 1 pedal 16.

The slotted connection of the link 33 to the arm 30 of the shaft 26permits sufiicient movement of the clutch pedal 16 to release I theclutch without affecting the shaft 26.

A further movement of the clutch pedal 16 will, however, ,cause rotationof the shaft 26 and the pin v28 engaging the cam 29 will cause the shaft26 to be shifted transversely of the casing 21 in the directionof thearrow shown in Fig. 6, rotation of the shaft being in the dlrectionshown by the arrow of Fig: 7. The shaft 26 has mounted tl. areonwithinthe casing andalining with the yokes 25 and 25 operating members 36 and36,, which operating members ar secured to the shaft for rotation andlongitudinal shifting therewith. These members are normallydisposedwithin the yokes and remain within ositions, neu- Fig. 10andshown in solid lines in Fig. 9.

At this time either of the shafts 19 or 19 may be shifted.

' Assuming the yoke 25 to bein the normal or neutral position and theshaft 26 to have and 36 in the osition shownin Fig. 9, if the yoke 25 isshlfted to the position shown in Fig. 12 and the clutch pedal releasedto reengage the portions of the clutch,'the operat been rotated so as toplace the members 36 i ing member 36 will engage against the face of theyoke 25 and rotate thereon until it is properly alinedto enter the yokeat which time it will enter the yoke by reason of the spring27. Shiftingof the yoke when the operating members are in the normal or verticallydisposed position is prevented by means of lugs 37 formed on the innerface of the yokes, one of these lugs engaging with the operating memberwhen the shaft is out of neutral position and two of these lugs engagingthe ends of the members 36 when it is in the neutral position, thuspreventing any movement of the "yoke 25 or 25 as the case may be whenthemember ,36 or 36 is vertically disposed. It will be understood thatthe engagement of the member 36 or 36 with the yoke, when the yokeisshifted so that the corresponding shaft l9tor 19 has moved the gears toengaged position, willeffectually prevent'shifting in one direction sothat but a single lug is necessary. y

38 and 38*, designate spaced pairs of stationary heads alined with theshafts l9 and 19, respectively. Arranged intermediate each pair ofstationary heads 38 and 38 are movable heads 39 and 39*, which movableheads are connected to eaehof the stationary heads of its respectivepair by a flexible bellows-like diaphragm 40 or 40 as'the case may be.The forward stationary heads 38 and 38 have connected therewith conduits41 and 41 and the rear stationary heads have connected thereto conduits4:2 and 42 i each of which conduits has arranged therein at a pointconvenient for operatlon a. valve 43 by means of which the'passage offluid through the conduit may be adjustably controlled; 'Each of theseconduits communicates at -its opposite end with a bore 45 formed in' anarcuate control member 44.

A conduit 46 is mounted for oscillation with the arcuate center of thecontrol mem- 38. When, however, the dog 49 is in engageher 44 as an axisand has its outer or free end abutting the inner face of the arcuatecontrol member 44 and forming a fluid-tight joint "therewith, asindicated at 46; This oscillatory conduit 46 connects with a con duit47, the purpose-of which will hereinafter appear. The arcuate-controlmember 44 and its associated mechanism may be mounted at any desiredpoint where it will be convenient to the driver of the vehicle.

The oscillatory conduit 46 has secured thereto an outwardly extendingoperating handle member '48 embodying a spring dog 49 adapted to coactwith shifting notches 50 and neutral notches 51 formed in the outersurface "of the arcuate control member 44. When the operating handlemember 48 has the dog thereof engaged with one of the notches 50, theconduit 46 has the bore thereof in communication with one of the radialbores 45 of the control member 44 and, consequently, is in communicationwith the conduit communica ling'with the bore. In Figs, 3 and 4 we havelllustrated the handle memher as having the dog thereof engaged with thenotch 5( )*corresponding to the conduit 41 ing the rod in thisdirection. It will be obvious that' by manipulating the control,

handle member 48, the suction ma be placed in communication with any 0phragms 40 or 40 and the movable heads 39 and 39 "shifted in eitherdirection asmay be desired. o p

The numeral 56 designates the brake drums of the vehicle with which areassociated the usual expanding levers 57 which areconnected by links 58with the arm 59 of the arcuate shaft 60. 61 designates a stationarycasing directed longitudinally of the vehicle and one end of which, asdesignated at 61*, forms a stationary head which is connected by aflexible bellows-like diaphragm 62 to a movable head 63 disposed withinthe casing. To this movable head is secured a piston rod 64 which is.directed through an opening formed in the casing and which is operablyconnected with a further arm 65 formed upon or secured to the shaft 60.It will be obvious that movement of the head the dia- 63 will causecorresponding movement of the expanding lever 57 movement of the whichcommunicates with the forward head causing the brakes to be expanded andgrip ment with one of the neutral notches 51, the conduit 46 is out ofengagement with all of the bores 45 and the conduits 41, 41 42 and 4%are in communication with the atmos-- phere through these bores 45.

The movable heads 39 and 39 are con nected with their respective rods 19and 19 through mediumof yokes 52 and 52 straddling the forward heads 38and 38 and secured to the rods. The numeral 53 designates the intakemanifold of the engine 13, with which intake manifold the conduit 47communicates. Within the manifold 53,

' beneath the point of communication of the conduit 47 with themanifold, a butterfly valve 54 is arranged which is provided with theusual operating mechanism, as, desig-v nated diagrammatically by thebar-55. It will be seen that by shifting the throttle valve 54 thesuction of the intake manifold is concentrated upon the conduit-'47 and,ac-' cordingly, acts through the conduit 46.. If the conduit 46. isalined with an of the bores 45, the suction is communicate tothe-correspending flexible diaphragm and the corre- 41 and head 38 ofthe diaphragm 40 connecting the movable'head 39 and head 38 wardly andaccordingly to shift the rod 19 spending movable head is shifted towardone of the stationary heads. When the conduit 46 is in the position.illustrated in Figs. 3- and 4 the suction acts through the conduitcausing the movable head 39 to move for.

forwardly, shifting the\ gears within the transmlssion casing "18. If,"however, the

suction is in communication withthe con-- duit 42 the head'39 moves.rearwardly, shiftcorner, the valve 71 is not 0 the drivin wheels 12,preventin rotation f 8 thereof.

communicating with the intake manifold 53 at a point below the'throttlevalve 54, as indicated at 67. Below the entrance point of the conduit66, a second throttle valve 68 is disposed within the m nifold and isprovided with an operating connection diagrammatically illustrated bythe rod 69. It will be obvious that tlie conduits 47 and 66 beingdisposed aboveithe throttle valve 68 in the manifold 53, the closing ofthe throttle valve 68 would cause simultaneous action conduit 66l asdtsend directed through the head 61; andits opposite end of the suctionthrough these conduits and i example, when the machine is turning a pen.When however the clutch P a 16 is shifted to thiipositionin which itreturns the operating rods 19 and 19 to the normal or. neutral position,the valve 70 is open and, accordingly, vacuum-i may be applied throughthe jconduit 47.

In theoperation of our device, when it, is desired to shift the gears,the pedal 16 is first fully depressed to open the conduit 47 to placetherrods I9 and 19. in the normal or neutral position and to disconnectthe clutch. The conduit. 46 is then connected with the desired conduitof the series 41, 42,

90 head 63 in a direction toward the head=61 41 and 42 and the operatingmechanism 55 manipulated to close or partially close the throttle valve54 when the suction created within the engine will be directed throughtheconduit 4:7, thence through the selected conduit to the desireddiaphragm and the corresponding head 39 or 39 shifted. The

pedal 16 is then released rengaging the clutch, closing the conduit 47and locking the rods 19 and 19 in adjusted positions. The conduit 47 maybe left in communication with the selected conduit of'the series or maybe shifted through its branch 46 to a neutral position. If it is desiredto apply the brake, the control mechanism designated as 69 ismanipulated to close or partially close the throttle valve, at whichtime the suction is directed through therconduit 66 causing the movableheads 63 to shift and apply the brakes. As is well known, when applyingthe'brakes the clutch is usually disengaged to prevent undue strain uponthe we have provided'a brake and transmissioncontrolapparatus for powervehicles which is simple in construction and which is efiitcient. Itwilllikewise be obvious that we .45] What we claim is have provided a novelmeans for selectively directing the suction of the intake manifold ofthe engine to either the transmission control or'brake apparatus as maybe desired. As many changes in the shape, size and arrangement of thevarious parts hereinbefore set orth are obviously possible withoutmaterially departing from the spirit of our in vention, we do not limitourselves to the specific structure as hereinbeforeset forth,

the subjoined claims.

- ing movable toward either of sald stationary except as so; limitedby 1. In combination with an internal combustion engine having an intakepipe,- a transmission embodying operating rods, a brake applied tomechanism driven by the engine through said transmission, a memberembodying portions shiftable under vacuum and connected with saidoperating rods,.a

second member embodying a portlon shiftable under vacuum and connectedwith the brake, conduits connecting said memberswith the intakemanifold, and means o rating in the intake pipe for selectivelyirecting'the suction through eitheri'of said condults.

2. The combination with an internal conibustion engine embodying theusual intake I manifold,'of a plurality of suction o erated elements,conduits connecting said e ements with saidintake manifold, saidconduits en- 3. In combination with an internal combustion engine havingan intake pipe, a clutch, a transmission embodying operating rods, abrake applied to mechanism driven by the engine through said clutch andtransmission, a member embodying portions shiftable under vacuum andconnected with said operating rods, a second member embodying a portionshiftable under vacuum and ing said members with the intake manifold.means for selectively directing the suction within the manifoldthrougheither of said, conduits, an' operating member for said clutchand means actuated in the operation of said operating member todisengage the section of the clutch and for returning said operatingrods to neutral osition.

4. The combination wit a transmission embodying a shiftable operatingrod, of a pair of spaced stationary heads, a shiftable head disposedintermediate said stationary heads and connected with said rod to shiftthe same, said shift'able head being movable toward either of saidstationar heads upon creation of a vacuum between the stationary andshiftable heads, a source of suction and means for selectivelyconnecting the spaces intermediate said, stationary head and saidshiftable head with the source of suction.

5. The combination with a transmission embodying a shiftable operatingrod, of a pair of spaced stationar heads, a shlftable ead disposedintermediate said stationary.

heads and connected with said rod to shift the same, a flexiblebellows-like diaphragm connecting said shiftable head with each' of saidstationary heads, said shiftable head beshaft and/shiftin rods for saidtransmission.

adaptedlto. be shi ted to neutral and adjusted connected with the brake,conduits connectpositions, of a rotat'abl and longitudinally shiftablymounted' sha t, means connecting said shaft and member whereby-the shaftis rotated when the member is shifted, 'mem bers secured to said shaftand corresponding in number and arrangement to saidrods for locki g S drods against movement in neutral and adjusted positions and meansoperated by the rotation of said shaft for shifting said locking membersout of locking engagement-With said shafts when the shaft is rotated inone direction.

7. The combination with a transmission and shifting rods for saidtransmission adapted to be shifted to neutral and adjust able positions,of a yoke secured to each of said rods, a shaft extending transverselythrough said yokes, members carried by said shaft corresponding innumber and arrangement to saidyokes, means carried by said yokes andcoacting with said members for preventing longitudinal shiftingv of saidrods, said shaft being adapted when rotated to return said rods toneutral position through engagement of said members with said yokes andto release said rods for movement and means for rotating said shaft.

8. The combination with a transmission and shifting rods for saidtransmission adapted to be shifted to neutral and ad justed positions,of a yoke secured to each of said rods, a shaft extending transverselyto said yoke, members carried by said Shaft corresponding in number andarrangement to said yokes, means carried by said yokes and coacting withsaid members for preventing longitudinal shifting of said rods, saidshaft being adapted when rotated to return said rods to neutral positionthrough engagement of said members with said yokes and means operated bythe rotation of said shaft for shifting said shaft longitudinally tothereby free said rods for longitudinal shifting.

In testimony whereof we hereunto aflix our signatures.

CHARLES B. DAY. LUTHER F. DAY. JESSE FORREST BAKER.

